EP2059429B2 - Valve unit for an electro-pneumatic brake control device - Google Patents

Description

The invention relates to an electropneumatic brake control device for controlling a parking brake of a vehicle according to the preamble of patent claim 1.

A generic valve unit is made of DE 103 36 611 A1 The known valve unit features a parking brake module in which an electronic control unit and a valve unit electrically actuated by the electronic control unit are integrated. The parking brake module consists of an electronic module and a valve module, into which several valves are structurally integrated. This design results in a compact parking brake module that is easy to integrate into conventional pneumatic brake systems. DE 197 04 358 A1 discloses a valve unit with an inlet to be connected to a compressed air source and two outlets, which are intended to be connected to the parking brake circuit and a service brake circuit, respectively. Isolation valves are provided between this inlet and the outlets. An outlet valve, which discharges into the ambient air, has an inlet connected to the first outlet via a vent line containing a narrow through-opening, and is controlled by the pressure in the service brake circuit. The invention aims to further develop and improve such valve units, in particular to reduce the installation effort and manufacturing costs of a valve unit for an electropneumatic brake control device for a parking brake.

The invention solves this problem by the features specified in claim 1.

The invention has the advantage that, by using a common, uniform valve block for the air-volume-boosting valve device and the at least one control valve, the assembly effort for the valve unit and the subsequent effort for installing the valve unit in the vehicle can be kept to a minimum. For this purpose, the valve block is manufactured from a single metal block, in particular a light metal block or plastic block, with recesses for the air-volume-boosting valve device and the control valve(s). The valve block forms a common housing for both this valve device and the control valve(s). Therefore, there are no separate housing components for the valve device and the control valve(s). In this way, the movable components of the valves can be easily inserted into the valve block, with the valve block assuming the function of housing parts of the valve device or the control valve(s). For example, the valve block, with the recesses provided for this purpose, forms guides for the movable parts of the valve device or the control valve(s).

The valve block preferably has one or more installation locations for pressure sensors that can be arranged therein. Advantageously, a pressure sensor is provided by means of which the supply pressure of a compressed air reservoir can be sensed. The pressure sensor is arranged such that, in the case of multiple compressed air reservoirs, the higher supply pressure of the two compressed air reservoirs can be sensed.

The valve unit is preferably connected to an electrical control device by means of which the at least one control valve can be actuated in a controlled manner. This control device is connected to an electrical actuation device which has at least one electrical switch with a release position and an engagement position and optionally a neutral position for releasing or engaging the parking brake. The supply pressure sensed by the pressure sensor and the switch state(s) are read and evaluated by the control device and, following appropriate logical operation, the control valve(s) are switched such that the air flow-enhancing valve device is switched in order to ventilate a spring-loaded part of a spring-loaded brake cylinder and thus release the vehicle's parking brake or to vent this spring-loaded part to engage the parking brake. The control valve(s) are preferably designed such that the air volume increasing valve device switches to a venting position when the control valve(s) are not energized in order to vent the spring-loaded part of the spring-loaded brake cylinders and thus engage the parking brakes.

The pressure sensor(s) are advantageously integrated into a cover of the valve unit, which can be mounted on the valve block to close it. The cover preferably has several mounting locations for pressure sensors, with either all or only some of the mounting locations being equipped with pressure sensors.

The control device is preferably integrated into a unit for controlling an anti-lock braking system, which is spatially separate from the valve unit. This allows the evaluation logic to be integrated into a control device that is often already present, thus minimizing the cost of control electronics.

Alternatively, however, a separate control device can be provided for the valve unit, which is advantageously arranged in the cover of the valve unit.

Preferably, the valve block has at least two installation locations for solenoid coils of control valves, even if only one solenoid coil is provided for the valve unit. A first installation location is provided for a first solenoid coil of an electrically actuated control valve, by means of which the parking brake of a towing vehicle can be actuated. A second installation location is provided for a second A solenoid coil of another electrically operated control valve is provided, by means of which the parking brake of a trailer can be actuated. By providing two or more installation locations, the valve unit can be used for vehicles with or without a trailer. Thanks to the provision of multiple installation locations for solenoid coils of control valves, a uniform valve block can be used, regardless of how many control valves are actually installed in the valve unit. The valve block can therefore be used universally, particularly in different vehicle configurations and in markets with different technical or legal regulations. This allows lower manufacturing costs and easier warehousing due to higher unit quantities. If only one of two or only some of a plurality of installation locations for solenoid coils is equipped, the second installation location or the other part of the installation locations remains unequipped.

Advantageously, the valve block has one or more connections that can be connected to one or more compressed air reservoirs via compressed air lines. Typically, the compressed air supply for vehicles used on the European market is via a dedicated brake circuit, known as circuit III, with a separate compressed air reservoir. For vehicles used on the North American market, the compressed air supply is via brake circuits I and II, which are designed for the service brakes on the rear and front axles of the vehicle, respectively. Thus, two compressed air supply connections are provided and used for the North American market. For the European market, only one of the two provided compressed air supply connections is actually connected to a compressed air reservoir. Thus, at least one of the multiple connections for compressed air lines to compressed air reservoirs remains closed.

Preferably, at least one pressure sensor is arranged in a compressed air channel provided in the valve block, which leads from the outlet of the air-volume-boosting valve device toward the spring-loaded brake cylinder of the parking brake. This allows the pressure downstream of the air-volume-boosting valve device to be sensed, and the sensed value can be evaluated in the control device and used to control the control valves. The valve block has multiple installation locations for pressure sensors, even if fewer sensors are installed than there are installation locations. Thus, the same valve block can be used for different vehicle configurations and markets.

Fig. 1

einen Ausschnitt einer Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem ersten Ausführungsbeispiel der Erfindung;

Fig. 2

eine Druckluftbremsanlage mit den in Fig. 1 gezeigten sowie weiteren Komponenten der Bremsanlage;

Fig. 3

einen Ausschnitt einer weiteren Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem zweiten Ausführungsbeispiel der Erfindung zur Verwendung in für den nordamerikanischen Markt vorgesehenen Nutzfahrzeugen mit Anhänger und Antiblockiersystem;

Fig. 4

einen Ausschnitt einer weiteren Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem dritten Ausführungsbeispiel der Erfindung zur Verwendung in für den nordamerikanischen Markt vorgesehenen Nutzfahrzeugen mit Antiblockiersystem;

Fig. 5

einen Ausschnitt einer weiteren Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem vierten Ausführungsbeispiel der Erfindung zur Verwendung in für den europäischen Markt vorgesehenen Nutzfahrzeugen mit elektronischem Bremssystem;

Fig. 6

einen Ausschnitt einer weiteren Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem fünften Ausführungsbeispiel der Erfindung zur Verwendung in für den europäischen Markt vorgesehenen Nutzfahrzeugen mit Antiblockiersystem;

Fig. 7

einen Ausschnitt einer weiteren Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem sechsten Ausführungsbeispiel der Erfindung zur Verwendung in für den europäischen Markt vorgesehenen Nutzfahrzeugen mit Anhänger mit elektronischem Bremssystem und

Fig. 8

einen Ausschnitt einer weiteren Druckluftbremsanlage in vereinfachter schematischer Darstellung mit einer elektropneumatischen Bremssteuerungseinrichtung zur Steuerung einer Feststellbremse einschließlich einer Ventileinheit gemäß einem siebten Ausführungsbeispiel der Erfindung zur Verwendung in für den europäischen Markt vorgesehenen Nutzfahrzeugen mit Anhänger und Antiblockiersystem.

Further advantageous embodiments emerge from the dependent claims and from the exemplary embodiments explained in more detail with reference to the accompanying drawings. The drawing shows:

Fig. 1

a section of a compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a parking brake including a valve unit according to a first embodiment of the invention;

Fig. 2

an air brake system with the Fig. 1 shown and other components of the braking system;

Fig. 3

a section of another compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a parking brake including a valve unit according to a second embodiment of the invention for use in commercial vehicles intended for the North American market with a trailer and anti-lock braking system;

Fig. 4

a section of another compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a parking brake including a valve unit according to a third embodiment of the invention for use in commercial vehicles with anti-lock braking systems intended for the North American market;

Fig. 5

a section of another compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a parking brake including a valve unit according to a fourth embodiment of the invention for use in commercial vehicles intended for the European market with an electronic braking system;

Fig. 6

a section of a further compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a parking brake including a valve unit according to a fifth embodiment of the invention for use in commercial vehicles with anti-lock braking systems intended for the European market;

Fig. 7

a section of another compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a Parking brake including a valve unit according to a sixth embodiment of the invention for use in commercial vehicles intended for the European market with a trailer having an electronic braking system and

Fig. 8

a section of another compressed air brake system in a simplified schematic representation with an electropneumatic brake control device for controlling a parking brake including a valve unit according to a seventh embodiment of the invention for use in commercial vehicles intended for the European market with a trailer and anti-lock braking system.

Fig. 1 1 schematically shows part of a compressed air brake system 10 for a vehicle, specifically an electropneumatic brake control device for controlling a parking brake of the vehicle. Such compressed air brake systems are used, for example, in commercial vehicles, trucks, or buses. Such brake systems are particularly suitable for vehicle combinations consisting of a towing vehicle and a trailer.

Fig. 1 shows only a few selected components of the braking system 10. The braking system 10 is electrically controllable. The pressure metering to brake cylinders for actuating wheel brakes provided on the vehicle wheels can be controlled by electrical or electronic control elements. In a first type of braking system, the service brake is actuated pneumatically, although an electronic anti-lock braking system releases the associated brake by blocking the supplied brake pressure in the event of a wheel locking. Such systems are found particularly on the North American market. In another type of braking system, the service brake is actuated electro-pneumatically by electrical signals from a brake pedal being evaluated in a control system, and further electrical signals controlling the pressure supply to the brake cylinders by means of electrically actuated valves. Such systems are found particularly on the European market.

The brake cylinders are partially or completely designed as combined service and spring brake cylinders 12 (in Fig. 1 For the sake of clarity, only one such brake cylinder is shown), wherein the spring-loaded part is controlled by an electro-pneumatic brake control device designed as a parking brake valve unit 14 for controlling the parking brake.

The brake system 10 has a brake actuation device 16 that detects the driver's braking request. A pneumatically operated section of the brake actuation device 16 is supplied with compressed air via compressed air lines (not shown) from a first compressed air reservoir 18 (circuit I) and a second compressed air reservoir 20 (circuit II). These compressed air reservoirs 18, 20 serve to supply compressed air to the brake cylinders of the service brake, as will be described below with reference to Fig. 2 They also serve, as described in Fig. 1 illustrated, the compressed air supply for the parking brake. Alternatively, the compressed air for the parking brake is supplied from a separate compressed air reservoir (circuit III), as shown in the Fig. 5 to 8 is shown. By actuating a brake pedal 22, the brake actuating device 16 generates a pneumatic control variable, which is transmitted via a compressed air line 24, 26 to the combined service and spring brake cylinder 12. Alternatively or additionally, the brake actuating device 16 generates an electrical control variable for electrically controlling electropneumatic devices in order to control or regulate the pressure at the brake cylinders 12.

The combined service and spring-loaded brake cylinder 12 is designed as a combined spring-loaded/diaphragm cylinder. In addition to the function of a diaphragm cylinder, it also has a spring-loaded function. This brake cylinder 12 therefore has a diaphragm section 28, which is pneumatically connected to the service brake system and can be pressurized with the actual brake pressure, and a spring-loaded part 30, which is pneumatically separated from the diaphragm section 28 and can be pressurized with compressed air via separate compressed air lines 32, 34. The spring-loaded part 30 forms part of the parking brake. It incorporates the spring-loaded function, which, when pressure is applied to the spring-loaded part 30, preloads a storage spring and thereby prevents or reduces the braking effect of the spring-loaded function. When the spring-loaded part 30 is vented, the storage spring relaxes and exerts a braking effect within the scope of the spring-loaded function on the brake connected to the respective brake cylinder. Brake cylinders of this type are referred to in this context as spring-loaded brake cylinders.

To prevent mechanical overloading of the brake mechanism, an overload protection valve 36, e.g., a so-called select-high valve, is provided as overload protection. This valve is connected between the spring-loaded part 30, a pneumatic output 38 of the parking brake valve unit 14, and the brake actuation device 16. The overload protection valve 36 selects the higher of the two pressures present at its inputs leading to the brake actuation device 16 or to the output 38 of the parking brake valve unit 14, and feeds this pressure via its output to the spring-loaded part 30 of the brake cylinder 12. The overload protection valve 36 prevents the addition of the braking force exerted by the service brake and the braking force exerted by the parking brake, in order to thereby prevent mechanical overloading. the brake mechanism in the wheel brake assigned to this brake cylinder 12.

The spring-loaded brake cylinder 12 implements a parking brake function that enables braking or immobilizing the vehicle even in the absence of compressed air. The parking brake function is active when the respective spring-loaded brake cylinder 12's pressure drops below a minimum value or is completely vented. The spring-loaded brake cylinder 12's pressure is pneumatically connected to the parking brake valve unit 14 via the compressed air lines 32, 34, which allows pressure control using electronic control means.

A manually operated parking brake signal transmitter (in Fig. 1 not shown) is electrically connected to an electrical control unit 40 via an electrical line (not shown).

The vehicle is designed to couple a trailer, which has a further parking brake equipped with spring-loaded brake cylinders. The braking system 10 therefore has a so-called towing vehicle protection valve 42, which serves to control the brake pressure, in particular the parking brake of the trailer. The towing vehicle protection valve 42 is supplied with the supply pressure of the compressed air reservoirs 18, 20 via compressed air lines 44, 46. Furthermore, the towing vehicle protection valve 42 is supplied with a pressure for the parking brake of the trailer, controlled by an air-volume-boosting valve device, namely a relay valve 48.

The relay valve 48 has a control input 50, a vent connection 52 directly or indirectly connected to the atmosphere, an inlet 56 connectable to the supply pressure of the compressed air reservoirs 18, 20 via a compressed air line 54, and an outlet 60 connectable to the tractor protection valve 42 via the compressed air line 46. The control input 50 is connected to the parking brake valve unit 14 via a compressed air line 62.

The relay valve 48 delivers an output pressure at its outlet 60 into the compressed air line 46, which corresponds to the pressure supplied via the compressed air line 62 to the control inlet 50 and thus to the pressure supplied to a control chamber of the relay valve 48. The relay valve 48 draws the required compressed air from the compressed air line 54 connected to the inlet 56 of the relay valve 48, which is connected via further compressed air lines to the compressed air reservoirs 18, 20.

The parking brake valve unit 14 has an air-volume-boosting valve device in the form of a relay valve 64 for the towing vehicle. The relay valve 64 comprises an inlet 76 connected directly or indirectly via compressed air lines 66 to 75 to the compressed air reservoirs 18, 20. Furthermore, the relay valve 64 has an outlet 80 connected via compressed air lines 78, 34, 32 to the spring-loaded brake cylinder 12. Furthermore, the relay valve 64 has a control inlet 82 connected via a compressed air line 84 to a control valve 86 for controlling the parking brake of the towing vehicle.

The relay valve 64 delivers an output pressure at its outlet 80 into the compressed air line 78, which corresponds to the pressure fed via the compressed air line 64 to the control inlet 82 and thus to a pressure fed into a control chamber of the relay valve 64. The relay valve 64 takes the compressed air required for this purpose from the compressed air supply line 66 connected to the inlet 76 of the relay valve 64. Any necessary venting of the compressed air line 78 takes place via a vent connection 88 which is directly or indirectly connected to the atmosphere. Fig. 1 In the embodiment shown, this vent connection 88 is connected to a venting device 92 via a compressed air line 90.

The parking brake valve unit 14 further includes check valves 94 and 96 connected upstream of the compressed air reservoirs 18 and 20, respectively. These check valves prevent a pressure loss in the parking brake valve unit 14 in the event of a pressure drop or a break or damage to the compressed air lines 71 and 75 to the compressed air reservoir 20 and 18, respectively. Such an unwanted pressure drop or pressure loss is undesirable, as it would lead to a sudden application of the parking brake and thus to emergency braking of the towing vehicle. This could potentially trigger an uncontrollable driving situation. Furthermore, if one brake circuit fails, the other brake circuit would also be vented. However, this is dangerous and therefore undesirable.

The parking brake valve unit 14 has several pneumatic connections 98, 100, 102, 104, 106. Via connection 98, the compressed air line 74 is connected to the compressed air line 75 for connecting the first compressed air reservoir 18. Via connection 100, the compressed air line 70 is connected to the compressed air line 71 for connecting the second compressed air reservoir 20. Via connection 102, the compressed air line 90 is connected to the venting device 92. Via connection 104, the compressed air line 44 to the relay valve 48 for the trailer control is connected to the compressed air line 108 and thus, via the compressed air lines 67-75, to the compressed air reservoirs 18, 20. The compressed air line 62 is connected via the connection 106 to the control input 50 of the relay valve 48 for the trailer control with a control valve 110 arranged in the parking brake valve unit 14 for controlling the trailer parking brake.

The parking brake valve unit 14 comprises a valve block 112 and a cover 114 for this valve block 112. In particular, the control valves 86, 110 explained above, as well as the relay valve 64, as well as the various compressed air lines shown within this valve block 112, are integrated in the form of compressed air channels. The compressed air channels are formed in the form of bores or recesses in the valve block 112. In the context of the present invention, the term "compressed air line" encompasses any device for guiding or conducting compressed air.

The valve block 112 forms a common, one-piece, integral housing for the control valves 86, 110 and the relay valve 64, so that only the parts typically located inside such valves need to be inserted into the valve block 112. Therefore, several locations for such control valves 86, 110 or relay valves 64 are already provided in the valve block 112, which are equipped or left free depending on the configuration of the parking brake valve unit 14.

The parking brake valve unit 14 further includes a pressure sensor 116 housed within the cover 114, which serves to monitor the supply pressure within the parking brake valve unit 14. For this purpose, the pressure sensor 116 is connected directly or indirectly to the compressed air line 72 and thus to the compressed air lines 66-71, 73-75, and 108, 44, and 46 via a compressed air line 118 or a corresponding compressed air channel. This pressure sensor 116 can be used to sense at least the higher of the two supply pressures of the compressed air reservoirs 18, 20. In an alternative embodiment, multiple pressure sensors are arranged such that each of the two supply pressures of the compressed air reservoirs 18, 20 can be sensed separately. The valve unit 14 therefore alternatively has several compressed air lines or compressed air channels to several pressure sensor locations, which are either completely or partially equipped with pressure sensors.

In the Fig. 1 In the illustrated embodiment, the electrical control unit 40 is arranged outside the parking brake valve unit 14 in a separate control unit. This can be the control unit of an anti-lock braking system. Alternatively, the control unit 40 can also be arranged within the parking brake valve unit 14, in particular in the cover 114. For this purpose, the parking brake valve unit has a recess for receiving the control unit 40 in the valve block and/or cover. Corresponding embodiments are shown in the Fig. 5 and 7 shown.

By means of this electrical control unit 40, the control valves are determined depending on the signals of the actuating device and, if applicable, the pressure sensors and are fed to the control valves 86, 110, which then assume the corresponding valve positions.

Control valves 86 and 110 are identical in design. Therefore, the following explanation will be limited to control valve 86, with the corresponding explanations also applying to control valve 110.

The control valves 86 and 110 are designed as components integrated in the valve block 112. This means that the housings of the control valves 86, 110 are formed by the valve block 112. The relay valve 64 is also designed to be integrated in the valve block 112. This means that the housing of the relay valve 64 is formed by the valve block 112. The control valve 86 is preferably designed as a double-armature solenoid valve. This double-armature solenoid valve has two magnet armatures 120, 122 arranged in an armature guide arrangement formed by the valve block 112. A first magnet armature, namely the primary armature 120, is loaded by a spring 124 and is moved by this spring into the Fig. 1 In a corresponding manner, a second magnet armature, namely the secondary armature 122, is loaded with a spring 126 and is moved into the position shown in Fig. 1 shown position. Both magnet armatures 120, 122 are partially surrounded by a magnet coil 128. In Fig. 1 The solenoid coil 128 is shown in two parts. However, it is a single coil, by means of which both the primary armature 120 and the secondary armature 122 can be actuated. When suitable magnetic currents are fed into the solenoid coil 128, the solenoid coil 128 first draws the primary armature 120 and, with a higher magnetic current, possibly the secondary armature 122, towards the coil interior. In this way, the primary armature 120 and, if necessary, also the secondary armature 122 can be brought into their switching positions. The primary armature 120 is provided as a switching element for a vent valve, and the secondary armature 122 as a switching element for a ventilation valve. The solenoid coil 128 has two electrical connections 130, 132, which are connected to the electrical control unit 40.

When the solenoid coil 128 is de-energized, both the primary armature 120 and the secondary armature 122 are in their positions determined by the springs 124, 126, in Fig. 1 shown basic positions. In its basic position, the vent valve blocks the supply pressure from the compressed air reservoir 18 or 20 against the control inlet 82 of the relay valve 64. In its basic position, the vent valve connects its inlet 134 to its outlet 136 via an orifice 138 acting as a throttle. A compressed air reservoir 140 is provided between the orifice 138 and the primary armature 120. This compressed air reservoir 140 is preferably designed as a chamber within the control valve 86.

The inlet 134 of the vent valve is connected to the outlet of the ventilation valve and the control input 82 of the relay valve 64.

In the basic position of the primary armature 120, this inlet 134 is pneumatically connected to the outlet 136 via the orifice plate 138. In the switched position of the primary armature 120, e.g., when the primary armature is drawn toward the interior of the solenoid coil 128 by the supply of a first magnetic current of a predetermined magnitude, the compressed air reservoir 140 is pneumatically connected directly, i.e., without the interposition of the orifice plate 138, to the outlet 136, and the inlet 134 is blocked from the outlet 136.

The vent valve 122 has an inlet 142 connectable to the supply pressure of the reservoirs 18 and 20, respectively. The outlet of the vent valve 144 is further pneumatically connected to the inlet 134 of the vent valve via corresponding channels of the control valve 86.

In its basic position, the secondary armature 122 of the vent valve blocks the inlet 142 from the outlet 144 of the vent valve. In its switched position, the secondary armature 122 connects the inlet 142 to the outlet 144. Due to the described arrangement, the vent valve forms a 3/2-way solenoid valve. The vent valve, on the other hand, forms a 2/2-way solenoid valve.

Due to the described design of the control valve 86 as a double-armature valve with an orifice for slow venting, a valve unit is provided that is simple in construction and therefore cost-effective, while simultaneously ensuring safe parking of the vehicle even in the event of a power failure. By supplying a high solenoid current, the relay valve and thus the spring-loaded part of the spring-loaded brake cylinder can be vented. By supplying a low current, the pressure at the control input of the relay valve and thus also in the spring-loaded part of the spring-loaded brake cylinder can be maintained. In the case of a pulsed low current at the control valve 86, the primary armature 120 moves back and forth at a speed adjustable according to the cycle, enabling rapid venting of the control input 82 of the relay valve 64 and thus of the spring-loaded part of the spring-loaded brake cylinder. In the de-energized state, however, only a slow venting of the control input 82 or the control chamber of the relay valve 64 occurs via the orifice 138.

This enables the simple implementation of a parking brake that ensures a safe state even in the event of a power failure and can also be operated purely electrically. In particular, the pneumatic piping in the vehicle's cab, which was often previously required to activate the parking brake, can be eliminated, and the parking brake can be operated entirely via an electric actuator. This applies to both the parking brake of the towing vehicle and the parking brake of the trailer.

Instead of the described arrangement for the control valve 86, another valve arrangement can also be used, which makes it possible to vent, vent, or maintain the pressure at the control input 82 of the relay valve 64. Advantageously, but not necessarily, a slow venting of the control input 82 is provided, particularly in the event of a failure of the electrical power supply.

As already explained above, the control valve 110 for controlling the trailer's parking brake is designed in a similar manner to the control valve 86. For this purpose, the parking brake valve unit 14 has corresponding installation locations for these valves, which are equipped as needed. Overall, the integration of all components in a common valve block enables a simplification of the overall design, since the individual valve housings can be eliminated and the common valve block 112 forms an integral housing and a receiving or storage device for the valve components.

Fig. 2 shows that in Fig. 1 The braking system subsystem shown in the larger context is for a four-wheeled vehicle. This vehicle has four wheels, which can be braked individually by means of pneumatic brake cylinders 12, 146. The brake cylinders 12 are provided for the rear axle and the brake cylinders 146 for the front axle. The brake cylinders 12 are - as in connection with Fig. 1 As explained above, they are designed as combined service brake/spring-loaded brake cylinders to enable both braking using the service brake and braking using the parking brake. Electromagnetically actuated valves 148 are connected upstream of the brake cylinders 12, 146, creating an anti-lock braking system that reduces the supplied brake pressure in the event of the corresponding wheel locking. These valves 148 are connected to the control unit 40 via electrical lines 150. Furthermore, the valves are connected to the compressed air reservoirs 18, 20 via pneumatic lines. The valves 148 of the rear axle are connected to the compressed air reservoir 18 via compressed air lines 154, 156, 158, 160 and form the so-called circuit I. In a corresponding manner, the valves 148 of the front axle are connected to the second compressed air reservoir via compressed air lines 164, 166, 168, 170, 172 and form the so-called circuit II.

The brake actuation device 16 is connected to pneumatic lines, namely compressed air lines 174, 176, and then further via the compressed air lines 170, 172 to the compressed air brake cylinders 146 of the front axle, to complete the pneumatically operating brake circuit II of the service brake. Similarly, the brake actuation device 16 is connected to the combined service and spring brake cylinders 12 via compressed air lines 178, 180, 182 and then further via the compressed air lines 160, 162 to complete the pneumatically operating brake circuit I of the service brake.

The Fig. 1 The parking brake valve unit 14 shown is in Fig. 2 as an integrated component. This parking brake valve unit 14 is connected to the Fig. 1 The compressed air line 34 described above is connected to the overload protection valve 36, which serves as overload protection. This overload protection prevents overloading of the combined service and spring brake cylinders 12 when subjected to simultaneous stress by the force of the storage spring. and, if applicable, the additional service brake pressure. The overload protection 36 is pneumatically connected to the spring-loaded brake cylinders 12 via compressed air lines 32.

Furthermore, Fig. 2 a compressed air connection 149 is provided for operating the service brake or the parking brake of any trailer.

Furthermore, Fig. 2 an electrical actuating device 186 for actuating the parking brake. Depending on the vehicle configuration, this actuating device has one or two electrical switches with release, engagement, and neutral positions for releasing or engaging the parking brake. Furthermore, in a special embodiment for vehicles with trailers, an additional electrical control element is provided to brake the trailer separately using the parking brake. Using this additional control element, an anti-skid braking function can be implemented. By activating the anti-skid braking function, the driver can keep the vehicle combination straight when braking on slippery roads by braking only the rear wheels, i.e., those of the trailer/semi-trailer. The driver can also use the additional control element to test whether a stationary trailer is actually braked by activating this control element and exerting tractive force on the trailer using the towing vehicle. Furthermore, the driver can use the anti-skid brake to check that the connection between the towing vehicle and the trailer, in particular the semi-trailer, or the fifth wheel coupling, is securely closed.

In the Fig. 2 In the illustrated embodiment, the control of the electropneumatic parking brake is integrated into the control unit of an anti-lock braking system. The pressure sensor 116 provided in the parking brake valve unit 14 preferably senses the higher of the two supply pressures of the compressed air reservoirs 18, 20. The sensed pressure value as well as the switch states of the electrical actuating device 186 are read in and evaluated by the control unit 40. Depending on the result of the corresponding logical operations, the control valves 86, 110 are switched accordingly. When the control valves are energized, the relay valves 64 and 48 can be moved to their switching position, which results in the spring brakes being ventilated, so that the parking brake is released. However, when the control valves are de-energized, the relay valve 64 and 48 switches to venting and the spring brakes are engaged, i.e. the spring brake cylinders apply the parking brake.

The valve unit 14 described above includes a relay valve 64 for the towing vehicle, a control valve 86 for the towing vehicle, and, if required, a control valve 110 for a trailer. The relay valve 64 and the associated control valve 86 of the towing vehicle are integrated into the valve block 112. A pressure sensor is also integrated into the cover 114 of the valve unit 14. The second relay valve 48 for the trailer can optionally be installed externally. The overload protection valve 36 is mounted in the valve unit or externally.

The Fig. 3 to 8 show further examples of parking brake valve units in different configurations for different markets. Just like the Fig. 1 and 2 The embodiments shown relate to the Fig. 3 and 4 Braking systems for the North American market. These are characterized by the fact that the parking brake valve unit is supplied with compressed air from the compressed air reservoirs of brake circuits I and II, i.e. the service brake circuits for the rear and front axles. In contrast, the embodiments according to the Fig. 5 to 8 has its own compressed air supply for the parking brake and therefore its own brake circuit for the parking brake, namely circuit III.

The Fig. 3 to 8 largely agree with Fig. 1 Therefore, only the differences compared to Fig. 1 explained and further reference is made to the above explanations.

The Fig. 3 The parking brake valve unit 14' shown has two pressure sensors 190, 192 instead of a pressure sensor 116, which measures the supply pressure(s). Pressure sensor 190 measures the output pressure at the output of relay valve 64. Pressure sensor 192 measures the output pressure at the output of relay valve 48. Pressure sensors 190 and 192 are arranged in the cover 114 of the parking brake valve unit 14'. The cover 14' has corresponding installation locations for these pressure sensors.

To ensure universal usability of the parking brake valve unit, the cover 114 has several mounting locations for pressure sensors. These mounting locations can be equipped with pressure sensors 116, 190, 192 as needed. Depending on the configuration of these mounting locations with pressure sensors, the supply pressure of the compressed air reservoirs 18, 20 can be measured either individually, the higher of the two supply pressures behind the check valves 94, 96, and/or the respective pressure behind the relay valve(s) 48, 64. Therefore, the cover 114 preferably has three or four such mounting locations for pressure sensors.

The pressure sensors 190, 192, like the pressure sensor 116, can be connected to the electrical control unit 40 so that the sensed pressure values can be included in the evaluation.

Fig. 4 shows a parking brake valve unit 14" with only one control valve 86 to control the relay valve 64. This configuration is used in vehicles without trailers, e.g. buses. Compared to the Fig. 1 and 3 Therefore, the second relay valve 48 and thus also the control valve 110 for controlling the relay valve 48 are missing. Again, several pressure sensors are provided. The pressure sensor 190 measures the output pressure at the output of the relay valve 64. The pressure sensor 194 measures the Supply pressure of the compressed air reservoir 18, before the check valve 96. Alternatively, the pressure sensor 194 can also be connected to the pressure line to the compressed air reservoir 20, as shown by a dashed line in Fig. 4 is shown.

Furthermore, a further pressure sensor 196 is provided, which is also arranged in the cover 114. This pressure sensor 196 determines the pressure output by the brake signal transmitter 16.

All pressures determined with the above pressure sensors are evaluated in the evaluation unit 40 in order to control in particular the control valve 86 for controlling the relay valve 64 and thus the spring brake cylinder 12.

Fig. 5 shows an embodiment of a parking brake valve unit 14"'. This configuration is used in vehicles for the European market, in which a separate compressed air reservoir 188 is provided for the parking brake circuit III. This configuration is used - according to the embodiment of Fig. 4 - used in vehicles without trailers, such as buses. This configuration therefore largely corresponds to the configuration of the Fig. 4 shown embodiment, but as already explained, a special compressed air reservoir 188 is provided for the parking brake. Fig. 5 In the embodiment shown, the cover 114 is equipped with only a single pressure sensor 190, which senses the controlled pressure at the output of the relay valve 64. In the embodiment shown in Fig. 5 In the embodiment shown, the electronic control unit is also arranged in the cover 114. For this purpose, the cover 114 has a mounting location for this control unit.

In an alternative embodiment not shown, the supply pressure of the compressed air reservoir 188 can also be sensed using an additional pressure sensor. All measured pressure values are used by the evaluation electronics to control the control valve 86.

Fig. 6 shows a further embodiment of a parking brake valve unit 14'"', which is Fig. 5 The only difference, however, is that the parking brake valve unit shown in Fig. 6 shown valve unit 14"" the electronic control unit 40 is arranged outside the cover 114 and is thus, for example, integrated in the electronics of the anti-lock braking system of the vehicle.

Fig. 7 shows a further embodiment of a parking brake valve unit 14""'. This embodiment largely corresponds to the one shown in Fig. 5 shown embodiment, but now the pipe rupture protection with circuit IV is not shown. In addition to the Fig. 5 In the embodiment shown, however, the parking brake valve unit 14""' has a further control valve 206 for trailer control. A so-called trailer control function can be activated by means of this valve 206. The trailer control function refers to a state of the braking system in which, when the parking brake function is actually engaged, the brakes of a trailer connected to the towing vehicle are released in order to give the driver of the towing vehicle an opportunity to check whether, when the vehicle is parked, the braking effect of the parking brake of the towing vehicle alone is sufficient to prevent the entire vehicle combination from rolling away. Such a check is particularly advantageous for trailers in which the trailer brakes could release, for example as a result of gradual pressure loss when the vehicle combination is parked for an extended period. In this case, too, it must be possible to ensure that the vehicle combination does not roll away, which must therefore be achieved by the parking brake of the towing vehicle.

The valve 206 is designed as an electromagnetically actuated 3/2-way solenoid valve, which is connected to the electronic control unit via an electrical line (not shown). In a first, in Fig. 7 In the switching position shown, valve 206 connects the compressed air line 210 leading to the trailer control valve 208 to the output of relay valve 64. In its second switching position, valve 206 connects the compressed air line 210 to the compressed air supply of the compressed air reservoir 188. In this second switching position, the trailer control function is activated. The input of trailer control valve 208 is pressurized with the supply pressure, which, due to an inverting function of trailer control valve 208, causes the trailer brakes to be released.

In the Fig. 7 In the embodiment shown, the electrical control unit is again arranged in the cover 114.

Fig. 8 shows, in contrast, another embodiment of a parking brake valve unit 14""", which largely corresponds to the Fig. 7 shown embodiment, but the electrical control unit 40 is arranged outside the cover 114. The electrical control unit 40 is again preferably housed in the control unit of the anti-lock braking system.

By means of the Fig. 1 to 4 on the one hand and the Fig. 5 to 8 On the other hand, it was shown how, due to different legal and technical regulations, different valve concepts are proposed for the North American market and the European market. One aspect of the invention aims to standardize these different concepts so that a uniform valve concept for an electro-pneumatic parking brake can be provided for vehicles in the North American as well as the European market, with and without a trailer. The valve block of the parking brake valve unit is therefore designed according to the invention in such a way that it is equipped with one or two supply connections. While for the European market only one supply connection for Whereas circuit III is used, two supply connections are connected for the North American market, namely circuits I and II. These are preferably protected from each other by check valves.

The cover of the parking brake valve unit provides several mounting locations for pressure sensors. Depending on the configuration and the number of pressure sensors installed in the mounting locations, each supply pressure, the higher of the two supply pressures behind the check valves, and/or the pressure behind the relay valve(s) can be sensed.

Furthermore, the valve block provides several locations for solenoid valve coils. A first coil location is intended for both the European and American markets to actuate a control valve for the vehicle's parking brake.

In the versions for the European market, the second coil is intended for a trailer control function. In the version for the American market, however, the second coil is provided for the trailer.

If the parking brake valve unit is operated in vehicles without a trailer, the installation space for the second coil remains unoccupied.

The cover of the parking brake valve unit, which can be mounted on the valve block, can, as required, contain a separate electrical control unit with pressure sensors. Alternatively, the cover can only contain one or more pressure sensors that communicate with an external electrical control unit. The cover is therefore also equipped with several mounting locations for pressure sensors and one mounting location for an electrical control unit.

Due to the special design of the parking brake valve unit according to the invention, in particular of the valve block and the cover, the same parking brake valve unit, i.e. in particular the same valve block and the same cover, can be used for vehicles for both the North American and the European market, regardless of whether the vehicle is to be operated with or without a trailer.

The invention thus enables a valve concept that can be used universally for different braking systems, different markets with different legal regulations, and different vehicle configurations. This allows the corresponding components, in particular the valve block and the cover, to be used in different systems. This achieves cost savings, as only one and the same component needs to be kept in stock for the different markets and different vehicle configurations. This ensures a cost-effective implementation of an electropneumatic parking brake.

Claims (14)

1. Valve unit for an electro-pneumatic brake control device for controlling a parking brake of a vehicle, wherein the valve unit (14) has at least one air-quantity-boosting valve device (64) for ventilating and venting at least one spring-loaded brake cylinder (12) of the parking brake and at least one electrically activated control valve (86) for controlling the air-quantity-boosting valve device (64), characterized in that the air-quantity-boosting valve device (64) and the at least one control valve (86) are integrated into a common uniform valve block (112) which is manufactured from a uniform metal block or plastic block having cutouts for the air-quantity-boosting valve device (64) and the control valve(s) (86), wherein the valve block (112), with the cutouts, forms guides for movable parts of the air-quantity-boosting valve device (64) and of the control valve(s) (86).
2. Valve unit according to Claim 1, characterized in that the valve block has one or more installation locations for pressure sensors (116, 190, 194, 196) which can be arranged therein.
3. Valve unit according to Claim 2, characterized in that at least one pressure sensor (116) is arranged in a compressed air duct which is provided in the valve block (112) and which can be connected to one or more compressed air accumulators (18, 20).
4. Valve unit according to one of the preceding claims, characterized in that the valve unit (14) is connected to an electric control device (40) by means of which the control valve (86) can be activated in a controllable fashion, and the electric control device (40) is connected to an electric activation device (186), wherein the activation device (186) has at least one electric switch with a release position and an engagement position and, if appropriate, a neutral position, for releasing or engaging the parking brake.
5. Valve unit according to Claim 4, characterized in that the control device is integrated into a unit (40) which is arranged spatially separate from the valve unit (14) and has the purpose of controlling an anti-lock brake system.
6. Valve unit according to Claim 5, characterized in that the control device is arranged in the valve unit (14), in particular in a cover (114) of the valve unit (14).
7. Valve unit according to one of Claims 4 to 6, characterized in that the activation device (186) has a switch for actuating an anti-jackknifing brake function.
8. Valve unit according to one of the preceding claims, characterized in that the valve block (112) has at least two installation locations for solenoids of control valves (86, 110).
9. Valve unit according to Claim 8, characterized in that a first installation location is provided for a first solenoid of an electrically activated control valve (86), by means of which control valve (86) the parking brake of a tractor vehicle can be activated.
10. Valve unit according to Claim 8 or 9, characterized in that a second installation location is provided for a second solenoid of an electrically activated control valve (110), by means of which control valve (110) the parking brake of a trailer vehicle can be activated.
11. Valve unit according to one of Claims 8 to 10, characterized in that the second installation location for the second solenoid is not equipped.
12. Valve unit according to one of Claims 8 to 11, characterized in that the valve block (112) has one or more ports (98, 100) which can be connected to one or more compressed air accumulators (18, 20; 188) via compressed air lines (71, 75).
13. Valve unit according to Claim 12, characterized in that at least one of a plurality of ports (98, 100) for compressed air lines (71, 75) leading to compressed air accumulators (18, 20; 188) is closed off.
14. Valve unit according to one of the preceding claims, characterized in that at least one pressure sensor (190) is arranged in a compressed air duct which is provided in the valve block (112) and leads from the outlet of the air-quantity-boosting valve device (64) in the direction of the spring-loaded brake cylinder (12).